Regulator



ocr. 3, 1933..v M, PERSONS 1,928,762

REGULATOR Filed Aug. 11, 1927 4 Sheets-Shet l ll un Oct. 3, 1933. L, M. PESONS REGULATOR Filed Aug. 11, 1927 4 Sheets-Sheet 2 Oct. 3, 1933. L. M. PERSONS 1,928,752

REGULATOR I Filed Aug. 11, 1927 4 Sheets-Sheet I5 I Af g m ,@0542 am L. M. PERSONS oct. 3, 1933.

REGULATOR Filed Aug. 11. 1927 4 sheeis-sneet 4 m N m m Patented Oct. 3, 1933 REGULATOR Lawrence M. Persons, Chicago, 4Ill., assignor to Cook Electric Company, Chicago, Ill., a corporation of Illinois Application August 11, 1927. serial No. 212,200

s claims. (cl. 137-139) My invention relates to control mechanism and more particularly to a burner control or regulatoradapted for use in oil burner systems.

While my invention relates to control mech- 5 anisms particularly adapted for use in oil burning systems,.I do not desire to limit my invention to such use solely as it is possible broadly to apply the essentials thereof to controls for use elsewhere.

In the art of oil burning, successful burning of oil for domestic heating, purposes depends largely on the control mechanism and the ability of this mechanism to operate accurately and afford maximum safety in the normal automatic functioning of the apparatus. I find that various controls have been suggested heretofore in the art, the purpose of which is to employ numerous safety devices to care for certain abnormal conditions of operation, but to adapt these safety devices without providing even greater hazard has been practically impossible. Dependability is one of the essential elements of a safety device. Where a control system employs a number of interrelated operations, lt is desirable, if not-essential, to provide means which shuts oif the system if one of the operations fails, that is to say, provide mechanism protecting against any possible failure, so that, if one operation is inoperative, it is impossible for the other operations to function effectively.

The present invention is a continuation in part of my prior United States Letters Patent No. 1,746,647, granted February 11, 1930, and No. 1,874,710, granted August 30, 1932.

In these prior patents, I have disclosed a burner control having its operation based upon the fact that the heating effects of the current flow in an electric circuit is the surest and safest way to secure an accurately timed movement, and that certain results can be secured by relying upon the development of the heatby the current, which cannot be obtained through utilization of the magnetic, or other effects. I also contemplate employing the same principle of operation in the burner control disclosed herein,

'-50 The devices illustrated in one of these-prlor patents also disclose the use of a valve for controlling the flow of fuel to the burner, so that when the burner is shut off, the fuel will not flow to the burner. The operation of this fuel valve is arranged in a certain sequence or operation leaks.

whereby the ow of oil is not initiated until the pilot has been ared so as to insure ignition. The operating element comprises a thermally controlled element subject to the heat effects of the current in the circuit of the room ther- 50 mo'stat. Notwithstanding the advantages to be obtained by the employment of a fuel valve in the burner control, whereby the operation of the burner will be controlled by the valve, there is always the possibility of a valve leaking, which, g5 in oil burner systems, is dangerous. According to the manner in which the fuel valve is packed, which is disclosed in my copending application, no such diiliculty has been experienced, but the 'regulatory bodies approving oil burning appara- 70 tus and accessories have considered the possibility -of such a leak and the danger which will ensue if it does occur.

It is, therefore, one of the objects of my invention to eliminate the danger resulting from a leaking valve, by providing a safety device for shutting o the flow of oil to the valve.- This may be effectively accomplished by providing an auxiliary valve normally held in open position by a trip latch, which may be controlled by a drip pan, such valve being disposed in the fuel line, and preferably arranged in the fuel line to shut off the flow of oil to the fuel valve when the latter leaks.

It is a further object of my invention to utilize 'the aforesaid drip pan for the purpose of shutting oif the flow of oil in the event ignition fails at the burner, and thereby prevent flooding of the burner pot, which would create a hazard if the burner is again ignited or if the level of the oilin the flooded pot rises to a dangerous height.

It is also contemplated to operate the aforesaid'auxiliary valve independently of the operation of the operating element for the burner control, so that failure of the latter will not render the drip pan mechanism for releasing the auxiliary valve-inoperative and prevent this auxiliary valve from closing in the event of the fuel valve Broadly, my invention provides a burner control which is dependablel and accurate, and whichfunctions automatically and safely, shutting oi the system if one of the operations fails so that the other operations cannot function effectively.

Other objects and advantages of my invention will be apparent from the following description taken in connection with the accompanying drawings forming a part hereof, in which- Figure 1 illustrates an oil burner system equipped with my regulator;

Fig. 2 is a horizontal sectional view taken on the plane of the fuel valve and auxiliary valve of the regulator;

Fig. 3 is a vie'w partly in elevation and partly in section looking toward the front of the regulator with its door opened;

Fig. 4 is a transverse vertical sectional view of the same;

Fig. 5 is a section taken through the gasvvalve;

Fig'. 6 is a view similar to Fig. 3 illustrating an alternative embodiment of the invention;

Fig. 7 is a horizontal sectional view through the fuel valve and auxiliary valve of the alternative embodiment shown in Fig. 6;

Fig. 8 is a detail view of these valves; and

Fig. 9 is a view in perspective illustrating a portion of the latch mechanism of the safety valve.

By referring to the drawings, particularly Fig. 1, it will be observed that the regulator 5 embodying my invention may be suitably located adjacent to blower 6 supported on frame 7. Blower 6 may be of any desirable type but, as I have illustrated in Fig. 1, it is preferably motor driven and connected in circuit with the control mechanism by conductors 8 and 9. Blower 6 delivers the air to a fire pot 10 suitably disposed in furnace 11.

Fuel is delivered to the burner by the` usual motor-driven pump provided with a suction pipe 12 for drawing liquid fuel from any suitable source of supply, for instance, a bulk supply tank 13 located preferably outside of the building and buried in the ground. A delivery pipe 14 leads from pump 111 to an auxiliary fuel valve 15 disposed at regulator 5. Liquid fuel is then delivered to a fuel valve 16 also disposed at regulator 5. A pipe 17 delivers the liquid fuel from fuel valve 16 to the burner. Included inthe circuit of the controlling mechanism is a'room thermostat 18 which is adapted to operate in the usual manner to close the circuit and start the liquid fuel burning mechanism when the temperature drops below a predetermined point. Although it is not essential, it will be noted that motor 19 of fuel pump 111 is connected in circuit with the thermostat and the control mechanism which includes the circuit of the motor of burner 6.

Regulator 5 includes fuel valve. 16 and auxiliary valve 15, yas well as an ignition motor or valve 21. Fuel valve 16 and ignition valve 21 are actuated by an operating element, preferably in the form of a thermally controlled element 22, influenced by the heat effects of the current fiow in the control circuit.

As described in my prior Patent No. 1,874,710, granted August 30, 1932, thermally controlled element 22 comprises a base 23 suitably fixed to base 24 of regulator housing 25. An expansible member, preferably in the form of a bellows 26, is secured to base 23 at' one end. The opposite end of bellows 26 is suitably sealed to a cup 27 lying centrally within the bellows. This cup 27 may be of considerable depth and is adapted to carry'a neck 28, preferably of a material of relatively low heat conductivity. The upper end of neck 28 is connected to a tube 29, about which a heat coil 30 may be secured, said heat coil being connected in the control circuit of the mechanism. A volatile substance may be furnished for the interior of bellows 26 and tube 29 for the purpose of expanding the bellows 26 by the heat developed at the heat coil 30 by the current flow.` The volatile substance will be driven out of the tube 29 and into the bellows 26 and thereby expand the latter a predetermined distance. Further expansion of the bellows is limited by failure of the heat to be conducted to the bellows at neck 28.

Tube 29 is carried by the expanding portion of the bellows and is adapted for vertical movement for the purpose of operating fuel valve 16 and ignition motor or valve 21 in a predetermined sequence of operations. Cams of different contours are secured about tube 29 for actuating these valves. A cam 3D1 having a rapid but short dwell is carried by a band 31 about the lower por-I tion of tube 29. A second cam 32 having a longer dwell is secured at a further distance on tube 29 by a similar fastening band 33. When the system is open and thermally controlled element 22 is contracted or in a non-working position, cams 301 and 32 are disengaged from ignition valve 21 and fuel valve 16, but cam 301 is closer to ignition valve 21 than cam 32 is with respect to fuel valve 16. It will be apparent, therefore, that as soon as the control circuit is closed and thermally controlled elements starts to expand, cam 301 will engage the ignition valve 21 to open the same before cam 32 engages fuel valve 16. Operating the ignition valve prior to the fuel valve flares the pilot flame prior to the time liquid fuel is fed to the burner pot 10. Several advantages accrue by this arrangement, as is well known in the art, in that the flared pilot flame will tend to preheat the pot as well as insure lcomplete ignition of the fuel as it is fed into the pot. The dwell of cam 32 is greater than the dwell of cam 301 and, consequently, as the thermally controlled element continues to expand, the dwell of cam 301 rides out of engagement with the ignition valve 21 to reduce the pilot flame, while the cam 32 remains in engagement with the oil valve to hold it open until the thermally controlled element again contracts. The circuit is controlled by the room thermostat 18. When the room temperature rises to a predetermined setting of the thermostat. the latter opens the circuit to discontinue the flow of current through heat coil 30. Coil 30 4will then cool to permit the volatile substance to return into the tube, so as to allow bellows 26 to contract.

During the normal operation of the burner, cam 301 rides above the ignition valve 22; consequently, when the bellows contract and tube 29 is lowered, cam 301 again engages the ignition valve 21 to flare the pilot. The pilot is flared before the burner is shut down and remains flared for a short period of time thereafter, so

-as to prevent the suction effects caused by the Auxiliary valve 15 comprises a valve housing.,

4l provided with an intake port 42 communicating with valve chamber 43 by means of a diagonal passage 44. The valve stem 45 carrying a valve head 46 rides in a central passage 47 formed in an integral central extension 48 on the interior of valve housing 41. A suitable valve seat may be furnished in the valve chamber 43 and, as illustrated, several seating rings are fitted into position against the walls of this chamber. A chamber 50 at the opposite side of the valve communicates with valve chamber 43 by means of angular passages 51 connecting with the central valve passage 47. An outletport 52 is connected toa pipe 53 which leads to the inlet 54 of fuel valve 16. Chamber 50 is closed off at one side of valve housing 41 by a iexiblev packing 55. It will be observed that valve stem 45 is threaded into a reduced sleeve 56 of a pin 57. Flexible packing 55 is preferably in the form of a bellows to which pin 57 is secured. Normally, the bellows tends to hold valve head 46 seated by an inherent resiliency in its walls. As soon as the restraining means to be presently described, is released, the valve is immediately closed by this inherent resiliency expanding the bellows to normal position.

In the present instance, this restraining means comprises a latch mechanism held set by a trip pan or bucket 60. Bucket 60 is carried by a support in the form of a lever 61 pivotally mounted in removable relation in the vertical sides of a U-bracket 62, at the front of auxiliary valve with a weight 63, which functions as a counterbalance for pivotally supporting bucket 60 withthe latch mechanism held set. It will be observed that lever 61 is furnished with lateral lugs 64, which normally engage in openings in the vertical sides of bracket 62 for pivotally supporting lever 61. By shifting lever 61 sidewise, in opposite directions, the lugs 64 may be freed of engagement in their openings in bracket 62, and the levermay be removed with the bucket and counterweight attached.

Pivotally supported in a vertical position is a latch-plate 65 provided with a lip 66 at its lower edge adapted to engage in a slot 67 in lever 61. The lever 61 acts as a trip to disengage latchplate 65 from holding'auxiliary valve 15 in open position. Normally, the latch-plate 65 depresses pin 57 inwardly to unseat valve head 46 against the spring action of bellows tending to maintain the valve head seated. The position of latch plate 65 released from lever 61 is shown in Fig. 9.

The counterweight 63 just overcomes the weight of the empty bucket and thus maintains lever 61 in a position which latches pivoted plate 65 to maintain oil valve at 46 in open position. When oil accumulates in bucket 60, the increase in weight overcomes the counter-balancing effect of Weight 63 and lever 61 is moved about its pivot 64 so that lip 66 of latch plate 65 moves out of slot 67 and the valve head 46 moves to closed position. As long as the accumulated oil remains in bucket 60, it is, obviously, impossible to reset the latch plate in valve opening position, and in order to empty bucket 60, it is necessary to remove lever 6l with the bucket.- As a result, latch plate 65 cannot be reset in latching position when bucket 60 is removed, sincedever 61 must be removed with the bucket. Fuel is delivered to bucket 60 by pipe 70, which extends through the rear wall of the regulator housing 25.

Pipe 70, as illustrated in Figure 1, leads/from the burner pot l0, so that in the event of failure of ignition the surplus oil, which accumulates in the bottom of the pot, is drained through pipe 70 into the trip bucket to close the auxiliary valve l5 and shut off the flow of oil to the burner.

The construction of fuel valve 16 is substantially identical to the construction of auxiliary valve l5.v However inlet 54 is on the opposite side of the valve, the fuel feeding into chamber 50 from this `inlet, passing through the opposite trolled element.

angular passages 51 tothe central passage 47 and from there through the valve and into valve chamber 43, and finally through outlet 72.

In order to control the amount of fuel fed by the fuel valve 16 to the burner,I I prefer providing a manual adjustment between valve chamber 43 and the outlet 72. An adjusting screw'73 is carried in one side of the valve housing. Such adjusting screw is furnished with a needle valve 74 cooperating with a valve seat 75. Communicating with this valve seat are a plurality of passages 76 leading into valve chamber 43 and outlet 74.

.It is obvious, therefore, that the operation of the adjusting screw willcontrol the quantity of liquid fuel fed to the outlet 72.

Internally threaded sleeve 77 is xed in endplate 78 of the bellows packing. A U bracket 79 may be secured to this fixed mounting of the sleeve 77 in the plate 78. A cam roller 80 is adapted to be carried in bracket 79 to cooperate with cam 32 carried on tube 29 of thermally controlled element.

In an oil burner apparatus, all possibilities of danger resulting from the failure of the apparatus to operate properly must be eliminated. The ordinary type of valve packing has in the past given considerable trouble; the packing in time wears and permits the valve to leak. If such a condition were permited to remain in a regulator for oil burners, a continuous leak of oil at a valve would discharge enough oil about the burner to cause a hazard.

It has been my experience, however, that the bellows packings which I provide for the valves of the regulator disclosed herein do not leak. Such bellows are of flexible metal and are securely sealed about their inner edge to plate 80. These bellows have a long life and are subject to practically no strain when used as a packing, that is to say, the strain to which these bellows are subjected as a valve packing is relatively small compared with their maximum strength. However, to guard against and to eliminate the question of any such possibility of leaking, I contemplate providing housings 81 and 82 about these bellows packings and interconnect the same by means of a trough 83 provided with hole 84 therein which drains the trough into the trip bucket 60. Hence, it will be observed that if the bellows packings 55 leak, the liquid will drain from casings 81 and 82 into the trough and from there into the trip bucket. The accumulation of fuel will cause the trip bucket 'to release the latch-plate 65 and close the auxiliary valve 15. Such an abnormal condition will soon be noticed by failure of the oil burner to raise the room temperature when the thermostat closes, because 1iquid fuel will not be supplied to the burner. u

A motor switch 85 in the form of a mercury tube is provided on a pivotal carriage 86 secured to the top of housing 25. The carriage 86 is interconnected with a link 87 which is connected to a ring 88 carried by ytube 29 of the thermally con- Expansion of the bellows 26, as a result of the heat developed by the current flow through the heat coil 30, will tilt the switch about its pivotal point to close the motor circuit and thereby operate the liquid fuel burning mechanism. l

The operation of the motor switch is in timed relation to the operation of the ignition motor and the fuel valve. The pilot light is flared prior to the time when the motor switch 85 is closed,

of motor switch 85.

as well as the wires 91 and 92 of the control circuit. The wires 91 and 92 connect to the terminals 93 and 94 carried by a suitable mounting 95 atone side of the housing by screws 96. Leads 97 and 98 extend from the terminals 93 and 94 to terminal bands 99 and 100 of the' heat coil 30.

The ignition valve 21 is also similar in construction. It comprises the valve housing 110. Instead of being provided with an inlet 54 in the side wall, it has an inlet 111 connecting with a threaded intake port 112, to which may be connected a pipe leading to a source of gas supply. In addition to the change of location of the intake port 111, this ignition valve is provided with a by-pass 113 between chamber 50 and outlet 72. An adjusting valve 73 is also provided in this by-pass so as to control the flow of gas therethrough to the contracted pilot light while the burner isshut down. When the thermostatic circuit closes, current flows through` heat coil 30 and the heat developed thereby drives the volatile fluid in tube 29 into bellows 26, as hereinbefore explained, so as to raise tube 29 and bring cam 30 into engagement with a roller 114 carried by sleeve 77, in a manner similar to that shown in connection with roller of the fuel valve. The ignition valve is not providedwith a casing to surround the bellows packing 55 as in the caseof the fuel valve 16 and auxiliary valve 15.

In Figures 6, 7 and 8 I have illustrated an alternative embodiment of my invention. In certain cities, it is quite common today to flndbuildings unequipped with city gas. Consequently, it is difficult to operate a burner having a pilot of a type requiring gas as a fuel. I, therefore, propose to omit the pilot motor or valve 21 in the form of regulator illustrated in Figures 6, 7 and 8.

I contemplate providing the thermally controlled element actuated by the heat effects of the current flow through the heat coil 30 in the control circuit. The tube 29 is adapted to move vertically to operate the motor switch as well as a fuel valve 102. The fuel valve 102 is substantially identical in construction to fuel valve 416 with the exception that a small by-pass 103 is provided between chamber 50 and needle valve 74 of adjusting screw '13. V

Another larger passage 104 is provided between the valve chamber 43 and the-outlet 72.

When this valve is normally seated, as indicated in Figure 7, the required fuel will be bypassed through the passage 103, passing the needle valve 74 and flowing into the outlet 72 by way of a passage 105, to maintain alow flame in the burner pot. This low flame acts as a constant pilot. When the system is started to open the valve 46, a larger quantity of liquid fuel will be permitted to ilow to outlet 'I2 through the passage 104. This merely acts to-increase the size of the pilot flame or change it-into a normal operating flame in pot 10. This type of burner is known as the high and low flame burner, the low flameacting as a pilot when the system is shut down and the high ame being merely the pilot flame expanded to a heating flame when the system is operating. The screw'adjustment 73 serves in this instance as a low flame adjustment to control the size of the pilot while the system is shut down.

A highl flame adjustment is also provided for the liquid fuel so that th'e size of the high flame may be readily controlled, as desired. Such high ame adjustment comprises an adjusting screw 116 suitably disposed in one side of the valve casing of the auxiliary safety valve, as shown in Fig. 7. In this instance the inlet 117 communicates by a passage 118 with valve chamber 119. Adjusting screw 116 is disposed in the by-pass passage 118, the needle valve 120 of adjusting screw 116 cooperating with valve seat 121. Valve head 122 suitably cooperates with its seat 123 and is normally held closed by the bellows packing 124. 'Ihe same mechanism as hereinbefore described in connection with the embodiment shown in Figs. 1 to 5, inclusive, normally holds the valve in open position. It is obvious, therefore, that the oil flowing past the valve 122 must first flow through the by-pass 118, thereby permitting the set screw 116 to control this ow by means of its valve 120 adjustably seated at 121.

In this device, the fuel valve and the auxiliary safety valve are each provided with a casing 125 suitably surrounding the bellows packings and draining into a trough 126. Trough 126 in this instance also drains into the .trip bucket 60 at 127 to permit any leakage of the fuel at these valves to accumulate in the trip bucket and eventually cause the same to release the auxiliary safety valve, and thereby to close the same.

I find that the embodiment shown in Figs. 6, 7 and 8, inclusive, has considerable utility in the field'at the present day because it is simple, easily operated and provided with low and high flame adjustments which are easily manipulated to control the flow of liquid fuel to the burner. It will be observed that the adjusting screws 73 and 116 are formed at the outer end in a manner to permit them to cooperate with any suitable key. These adjusting screws readily allow the flame adjustment to be varied according to the particular operating conditions of the burner to which the regulator is adapted. .Y

While the inherent resiliency` of the bellows is suflicient to hold the valve seated in the vregulator herein disclosed, coil springs 130 may'also be provided if so desired.

Attention is called to the novel construction of these valves. Being carriedby diaphragms of the bellows type, the valve maybe easily and quickly moved to their open and closed positions when actuated. In the event the bellows packings leak, there is no possibility of the liquid fuel or gas flowing past the valves to the burner, inasmuch as the inlet of the fuel valve 16 and ignition valve 21 is preferably (although not necessarily) provided at the side of the valve housing closed off by these bellows packings. an arrangement also permits the pressure of the liquid fuel or gas normally to assist in keeping the bellows extended to hold the valves closed, due to the large effective pressure area of the bellows. A leak may lessen this pressure, but springs 130 will compensate for any loss in pressure and assure tight closing of the valves. Assisted in its closing movement by these three forces, viz., resiliency of the bellows, springs 130 and pressure of the liquid fuel,the safety valve operates instantly to shut off the flow of fuel to the fuel valve when the trip bucket 60 releases the trip mechanism. The parts of the different valves are substantially the same, althougheach valve is designed to perform a different function in the automatic` safety control of the burner. Consequently, the cost of production is reduced to a minimum.

The safety valve 15, on the other hand, has

Such Y and low llame for the pilot light.

its inlet 42 on the side of the valve head 46 opposite to the bellows packing 55. Liquid fuel cannot, therefore, continue to. iiow past the valve in the event of a leak in the bellows packing, after the valve has been closed by the trip mechanism. i

Although I do not desire to be limited to a diaphragm packing of the bellows type, I nd that the employment of a bellows for this use has certain novel advantages.

Moreover, the embodiment illustrated in Figs. 6 to 8, inclusive, obtains certain advantages not heretofore realized. The control of the liquid fuel, with its high and low flame adjustments, eliminates theneed of special piping for the ignition gas and valve mechanism to maintain a high I find that the construction and control of this type of regulator'is simpler and less expensive, and overcomes maintenance of gas valves and pipes, which frequently leak and cause considerable annoyance. On the other hand, considerable work is eliminated in providing a timed relation between the operation of the ignition valve and fuel valve, as well as the motor switch, by means of the thermally controlled element, and maintaining such timed relation between these various operating elements in the eld. Installation is also simplied, which permits wider adaptation to many types of burners. y

I do not desire to be limited to the exact details of construction, inasmuch as various' changes may be made by those skilled in the art Without departing from the spirit and scope of the invention.

I claim:

1. In an automatic valve mechanism, a plurality ofivalves, carrying elements for saidvalves tending to move said valves to closed position,

venclosing said valves, means for actuating said valves to hold them in open position, and .means for closing one of said valves in the event of either casing member leaking. 1

3. In an automatic valve mechanism, a plurality of valves, each having a bellows packing and an engageable portion for operating the valve, lever means for holding the other valve open, a bucket associated with said lever means, and a casing member for the bellows packings, arranged to drain any leakage from said bellows packings into said bucket to permit the closing of said other valve.

4. In an automatic valve mechanism, a plurality of valves, each having an engageable portion for operating the Valve and a suitable packing for preventing leakage past said engageable portion, means for holding one of the valves open, a bucket operably connected with said holding 100 means and means arranged to drain any leakage of said packings into said bucket to' permit the closing of said open valve.

5. In an automatic valve mechanism, a main valve, an auxiliary valve, engageable means for operating said main valve, a packing for said main valve to prevent leakage past said engageable means, means for holding said auxiliary valve open, a receptacle operably connected with said holding means, and means for draining leakage of said packing of said main valve into said receptacle to permit the closing ofsaid auxiliary valve.

LAWRENCE M. PERSONS. 

